WO2020082408A1 - Collision test system and method for railway vehicle - Google Patents

Abstract

A collision test system and method for a railway vehicle. A collision test system (1) for a railway vehicle comprises a rail (2), a barrier vehicle (3), a test handcar (4), and a power source device (5). The barrier vehicle (3) is capable of moving along the rail (2). The test handcar (4) is capable of moving along the rail (2), and is arranged opposite the barrier vehicle (3) along the rail (2). The power source device (5) is detachably connected to the test handcar (4) and/or the barrier vehicle (3), and is used for driving the test handcar (4) and/or the barrier vehicle (3) to move. A fixed barrier is replaced with the barrier vehicle (3) capable of moving along the rail (2) of the collision test system (1) so that it is unnecessary to construct a reinforced concrete building at the tail of the rail, and the collision test can be completed on the related rail by colliding the barrier vehicle (3) with the test handcar (4). Therefore, the problems of the large floor area and the high construction cost of the fixed barrier of the related collision test system, and incapability of truly reflecting the actual condition of collision between railway vehicles can be solved.

Description

Rail vehicle collision test system and method Technical field

The present application relates to the technical field of rail vehicles, in particular, to a rail vehicle crash test system and method.

Background technique

With the gradual increase in the operating speed of China's high-speed railways and the rapid development of the high-speed railway network, the passive safety of rail vehicles has become a key technology that is increasingly concerned in the industry. In order to study the crash test of rail vehicles, the crash test system of related rail vehicles generally draws on the relatively mature car crash test of crash test research, that is, when carrying out the crash test of rail vehicles, the reinforced concrete building is built at the end of the track line as a fixed For barriers, a real locomotive is used as a power source device to drive the test vehicle to accelerate, and then it hits a fixed barrier built at the end of the line to complete the crash test.

However, rail vehicles are usually composed of several sections, or even dozens of vehicles. In terms of EMUs, the mass of a single section vehicle is 60 tons, and at least eight vehicles are formed. Therefore, rail vehicles have large volume and large mass. Characteristics, the instantaneous impact load of rail vehicles during collision is very large, as a fixed barrier for rail vehicle crash tests needs to withstand huge impact loads, therefore, it is necessary to build a large-area reinforced concrete building with a foundation structure As a fixed barrier, the construction cost often needs to cost tens of millions or even hundreds of millions of yuan, and the construction of reinforced concrete buildings requires a fixed site, resulting in higher construction costs and the construction of fixed barrier sites can no longer be used for other purposes.

At the same time, the operating environment of rail vehicles is different from that of cars. Rail vehicles are always operated in the fixed line network domain. In the event of a collision, the type of accident is relatively fixed, generally including the collision or rear-end of rail passenger cars, and rail passenger cars and rails. Due to the collision or rear-end collision of freight cars, the design conditions defined in the collision standard of rail vehicles are: two trains of the same marshalling collide with each other, or collide with a moving equivalent freight car. Therefore, the collision test between rail vehicles and fixed buildings cannot meet the crash standards of rail vehicles, nor can it truly reflect the actual situation of collision between rail vehicles.

The technical personnel found that the crash test system of the relevant rail vehicles has the problems that the fixed barrier covers a large area, the construction cost is high, and it cannot truly reflect the actual situation of the collision between the rail vehicles.

Summary of the invention

The embodiments of the present application provide a rail vehicle crash test system and method. The rail vehicle crash test system uses a barrier vehicle that can move along the track instead of a fixed barrier, without the need to build a reinforced concrete building at the end of the track, and can The collision test is completed on the relevant rail through the collision of the barrier car and the test trolley. Therefore, it can solve the problem that the fixed barrier of the relevant collision test system covers a large area, has a high construction cost, and cannot truly reflect the actual situation of the collision between the rail vehicles problem.

According to a first aspect of an embodiment of the present application, a rail vehicle crash test system is provided, the crash test system including:

track;

A barrier vehicle, which can move along the track;

A test trolley, which can move along the track and is opposite to the barrier vehicle along the track;

And a power source device, which is detachably connected to the test trolley and / or the barrier vehicle for driving the test trolley and / or the barrier vehicle to The barrier vehicle and the test trolley collide at a predetermined speed.

In some optional implementation manners, the barrier vehicle includes:

A vehicle body, an end of the vehicle body facing the test trolley is provided with a first end wall for performing a crash test, and a first end for connecting the power source device is provided on the other end facing away from the test trolley Connection structure

A first running part, the first running part is fixedly connected to the bottom of the vehicle body and can move along the track;

And a first braking system, the first braking system is used to brake the first running part.

In some optional implementation manners, the barrier vehicle further includes a mass center of gravity adjustment mechanism disposed on the vehicle body, and the mass center of gravity adjustment mechanism is used to adjust the mass and the center of gravity height of the barrier vehicle.

In some optional implementation manners, the mass center of gravity adjustment mechanism includes a first frame adjustably mounted on the vehicle body and a first counterweight mounted on the first frame.

In some optional implementations, the vehicle body is further provided with a second end wall opposite to the first end wall, and a second end wall fixedly connected between the first end wall and the second end wall A first side wall and a second side wall fixedly connected between the first end wall and the second end wall;

The second side wall is parallel and opposite to the first side wall, and an accommodating space for installing the first frame is formed between the first side wall and the second side wall;

The first frame is installed on the first side wall and the second side wall.

In some optional implementation manners, the first side wall includes a plurality of first pillars spaced apart in the horizontal direction, and a plurality of first pillars spaced apart in the vertical direction and fixedly connected to the first pillars A beam, one end of the first beam is connected to the first end wall, and the other end is connected to the second end wall;

The second side wall includes a second upright column one-to-one opposite to the first upright column, and a second crossbeam one-to-one opposite to the first crossbeam and fixedly connected to the second upright column One end of the beam is connected to the first end wall, and the other end is connected to the second end wall;

One end of the first frame is mounted on the first beam, and the other end is mounted on the second beam.

In some optional implementation manners, a side surface of the first beam facing the second beam is provided with a plurality of first mounting holes arranged in a vertical direction;

The second crossbeam is provided with a plurality of second mounting holes arranged in a vertical direction on a side surface facing the first crossbeam;

The first frame is provided with a plurality of third mounting holes corresponding to the plurality of first mounting holes on one side surface facing the first beam, and on the other side surface facing the second beam A plurality of fourth mounting holes corresponding to the plurality of second mounting holes are provided;

The first frame is fixedly connected to the first beam by first fasteners penetrating the corresponding first mounting holes and the third mounting holes, and is penetrating the corresponding second mounting holes and the first The second fasteners in the four mounting holes are fixedly connected to the second crossbeam.

In some optional implementation manners, the first weight block is a steel plate, a steel block or a lead block, and the first weight block is provided with a first fixed through hole;

The first frame is provided with a first fixing hole corresponding to the first fixing through hole;

The first weight is fixedly connected to the first frame by a third fastener passing through the first fixing through hole and the first fixing hole.

In some optional implementations, the vehicle body is further provided with a plurality of first reinforcements fixedly connected between the first end wall and the vehicle body, and fixedly connected to the second end wall And a plurality of second reinforcements between the vehicle body;

A plurality of the first reinforcements are used to enhance the strength of the first end wall; a plurality of the second reinforcements are used to enhance the strength of the second end wall.

In some optional implementations, the vehicle body is provided with a first brake trigger device for controlling the action of the first brake system.

In some optional implementation manners, the first brake triggering device is a travel switch, a lever protruding from the vehicle body, or a handle protruding from the vehicle body.

In some optional implementation manners, the first end wall is provided with at least one of a first through hole, a first threaded hole, and a first T-shaped groove on a surface facing away from the second end wall;

The first connection structure is at least one of a coupler, a second through hole, a second threaded hole, and a second T-shaped groove provided on a surface of the second end wall facing away from the first end wall.

In some optional implementations, the test trolley includes:

An underframe, the underframe is provided with a collision end wall at an end facing the barrier car;

A second running part, the second running part is installed at the bottom of the bottom frame and can move along the track;

And a second braking system, which is used to brake the second running unit.

In some optional implementation manners, the test trolley further includes a mass adjustment mechanism disposed on the chassis, and the quality adjustment mechanism is used to adjust the quality of the test trolley.

In some optional implementations, the mass adjustment mechanism includes a second weight that is fixedly connected to the chassis.

In some optional implementation manners, the test trolley further includes a limit structure disposed on the underframe, and the limit structure is used to limit the second counterweight to limit the The second weight is held on the chassis.

In some optional implementation manners, the limit structure includes a plurality of limit posts disposed along the circumferential direction of the second weight block.

In some optional implementations, the test trolley is also provided with a reinforcing structure for enhancing the structural strength of the collision end wall.

In some optional implementation manners, the reinforcement structure includes a plurality of third reinforcement members fixedly connected to the collision end wall and the chassis.

In some optional implementation manners, the test trolley further includes an installation seat and / or a second connection structure provided on the underframe and opposite the collision end wall, the installation seat and the first connection structure Both connection structures are used to connect the power source equipment to carry and transmit the driving load of the power source equipment to drive the test trolley.

In some optional implementations, the mounting base is provided with a mounting plane at an end facing away from the collision end wall;

When the mounting base and the second connection structure are provided on the chassis, the second connection structure is detachably mounted on the installation plane.

In some optional implementation manners, at least one of a third through hole, a third threaded hole, and a third T-shaped slot is provided on a side surface of the collision end wall facing away from the chassis.

In some optional implementation manners, the test trolley further includes a second brake trigger device disposed on the chassis and used to control the action of the second brake system.

In some optional implementation manners, the second brake triggering device is a travel switch, a lever protruding from the chassis, or a handle protruding from the chassis.

In some optional implementation manners, the power source device may be, but not limited to, a locomotive, a traction motor system, an air gun, or a hydraulic gun.

In some optional implementation manners, it further includes a test and data acquisition device for acquiring collision data and images during the collision test, and a synchronous triggering device provided on the barrier vehicle or the test vehicle The synchronous triggering device is used to control the action of the test and data acquisition equipment when the barrier vehicle collides with the test vehicle.

In some optional implementation manners, the test and data acquisition device is at least one of a high-speed camera, a strain gauge, a grating, and a sensor;

The synchronous triggering device is a metal dome-type piezoelectric switch or a ribbon switch.

According to a second aspect of the embodiments of the present application, there is provided a test method for performing a crash test using any one of the above technical solutions. The test method includes the following steps:

Provide rails, barrier cars, test trolleys, and power source equipment, and park the barrier cars on the rails;

Using the power source device to drive the test vehicle to move along the track toward the barrier vehicle, so that the test vehicle reaches and maintains a predetermined speed;

The power source device is separated from the test trolley, and the power source device is braked;

Causing the test trolley to hit the barrier vehicle at a predetermined speed;

The crash test is over.

According to a third aspect of the embodiments of the present application, there is provided a test method for performing a crash test using any one of the above technical solutions. The test method includes the following steps:

Determining the quality of the barrier car and the quality of the test trolley, and separately balancing the barrier car and the test trolley according to the determined quality;

Determine the impact speed of the test trolley against the barrier vehicle;

Determine the collision position of the test vehicle and the barrier vehicle on the track;

Set up synchronous trigger device and test and data collection equipment;

Setting the barrier vehicle to stop at the collision position;

The power source device is used to drive the test trolley to move along the track toward the barrier vehicle, and the power source is driven when the distance between the test trolley and the barrier vehicle reaches a predetermined distance The equipment is detached from the test trolley, and the speed of the test trolley when reaching the collision position is the impact speed;

The test trolley hits the barrier vehicle;

At the same time when the test trolley hits the barrier vehicle, the synchronous trigger device starts and controls the test and data collection equipment to start to collect collision data during the collision test;

After the barrier vehicle and the test trolley are stationary, the test is ended.

In some optional implementations, in the steps of determining the mass of the barrier vehicle and the mass of the test trolley, and determining the impact speed of the test trolley against the barrier vehicle, according to The test piece and the momentum theorem of the test trolley determine the mass of the barrier car, the mass of the test trolley, and the impact velocity.

The rail vehicle crash test system provided in the embodiments of the present application is used, because the barrier vehicle and the test vehicle in the crash test system can relatively move on the track, and the motion of the test vehicle or the barrier vehicle is driven by the power source device. The crash test of rail vehicles can be completed. Therefore, the crash test system can use a barrier car moving along the track instead of a fixed barrier, without the need to build a reinforced concrete building as a fixed barrier at the end of the track, without occupying a separate site and capable of Reduce the construction cost, and can complete the collision test of the barrier car and the test trolley on the relevant track through the driving of the power source device, which can truly reflect the actual situation of the collision of the rail vehicle. Therefore, the above rail vehicle collision test system can solve The fixed barriers of the related collision test system occupy a large area, have a high construction cost, and cannot truly reflect the actual situation of collision between rail vehicles.

BRIEF DESCRIPTION

The drawings described here are used to provide a further understanding of the present application and form a part of the present application. The schematic embodiments and descriptions of the present application are used to explain the present application and do not constitute an undue limitation on the present application. In the drawings:

1A is a schematic structural diagram of a rail vehicle crash test system provided by an embodiment of the present application;

1B is a plan view of the rail vehicle crash test system in FIG. 1A;

2 is a schematic diagram of a collision between a test vehicle and a barrier vehicle in the rail vehicle collision test system of FIG. 1A;

3 is a schematic structural diagram of a barrier car of the rail vehicle crash test system in FIG. 1A;

4 is a schematic diagram of the A-direction structure of the barrier vehicle in FIG. 3;

5 is a schematic diagram of the B-direction structure of the first end wall of the barrier car in FIG. 3;

6 is a schematic view of the C-direction structure of the second end wall of the barrier car in FIG. 3;

7 is a partial enlarged view of part D of the first end wall of the barrier car in FIG. 3;

8 is a schematic diagram of the connection structure between the barrier cars in FIG. 3;

9 is a schematic structural diagram of a test vehicle of the rail vehicle collision test system in FIG. 1A;

10 is a schematic diagram of the E-direction structure of the test trolley in FIG. 9;

11 is a schematic view of the structure of the test piece installed on the test trolley of FIG. 9;

FIG. 12 is a partial enlarged view of part F of the test trolley with the test piece installed in FIG. 11;

13 is a flowchart of a rail vehicle crash test method provided by an embodiment of the present application.

Reference mark:

1- crash test system;

2-track;

3-barrier car; 31-body; 32-first connection structure; 33-first running part; 34-first braking system; 35-mass center of gravity adjustment mechanism; 36-bolt; 37-nut; 311-3 First end wall; 312-second end wall; 313-first side wall; 314-second side wall; 315-first reinforcement; 316-second reinforcement; 341-first braking device; 342- First brake cylinder; 343-first brake trigger device; 351-first frame; 352-first counterweight; 353-connecting plate; 354-third fastener; 3111-first T-shaped groove; 3112-first transverse T-shaped groove; 3113-first longitudinal T-shaped groove; 3121-second through hole; 3131-first upright column; 3132-first crossbeam; 3141-second upright column; 3142-second crossbeam;

4-Test trolley; 41-Underframe; 42-Second running part; 43-Second brake system; 44-Quality adjustment mechanism; 45-Limit structure; 46-Mounting seat; 47-Second connection structure; 411-collision end wall; 412-reinforcement structure; 431-second brake device; 432-second brake cylinder; 433-second brake trigger device; 441 second counterweight; 442-fixture; 451- Limit post; 452-limiting plate; 4521-first support; 4522-second support; 461-installation plane; 462-third reinforcement; 4111 third T-shaped groove;

5-Power source equipment;

6-test and data collection equipment; 61-ground test and data collection equipment; 62-first vehicle test and data collection equipment; 63-second vehicle test and data collection equipment;

7- Synchronous trigger device;

8-test piece; 81-test piece fixing hole.

detailed description

In the process of realizing this application, the technical staff found that the crash test system of the relevant rail vehicle uses the reinforced concrete building built at the end of the line as a fixed barrier, which has a large area of the fixed barrier, high construction cost and cannot be truly reflected The actual situation of collision between rail vehicles.

In response to the above problems, an embodiment of the present application provides a rail vehicle crash test system and method. The rail vehicle crash test system includes a rail, a barrier car, a test vehicle, and a power source device; the barrier car can move along the rail; The test trolley can move along the track, and is arranged along the track relative to the barrier truck; the power source device is detachably connected to the test trolley and / or barrier truck to drive the test trolley and / or the test trolley connected to it Or barrier car movement; detachable connection means that the power source device can push the test trolley or barrier car from the rear to move toward the direction of the test impact position, so as to accelerate and maintain the test trolley 4 or barrier car When the predetermined speed is reached, the power source equipment is separated from the test vehicle or barrier vehicle, and the traction power to the test vehicle or barrier vehicle is stopped. The crash test system uses a barrier car that can move along the track instead of a fixed barrier, without the need to build a reinforced concrete building at the end of the track, and can complete the crash test through the collision of the barrier car and the test vehicle on the relevant track. Therefore, The invention can solve the problems that the fixed barrier of the related collision test system covers a large area, has a high construction cost, and cannot truly reflect the actual situation of collision between rail vehicles.

The above-mentioned rail vehicle may be any vehicle traveling along a fixed rail, such as a rail passenger car, a rail freight car, a city rail train, a locomotive, a tram, an EMU, a high-speed rail vehicle, and the like. The crash test of rail vehicles can be a crash test between two rail vehicles of the same type, a crash test between two rail vehicles of different types, or a crash test can be performed on various parts of the rail vehicle.

In order to make the technical solutions and advantages in the embodiments of the present application clearer, the following describes the exemplary embodiments of the present application in further detail with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, and Not exhaustive of all embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

Example one

An embodiment of the present application provides a rail vehicle crash test system 1, as shown in the structure of FIGS. 1A, 1B, and 2, the crash test system 1 includes:

Track 2; the track 2 can use any track 2 such as monorail, dual-rail, etc. used by existing rail vehicles, or a rail track specially constructed for crash test of rail vehicles: track; in order to reduce the test cost, you can Use existing railway tracks;

The barrier car 3, the barrier car 3 can move along the track 2; as shown in the structure of FIGS. 1A and 1B, the barrier car 3 can be parked on the track 2 statically, or can move along the track 2; the barrier car 3 can It is made of refitted old rail vehicles and can meet the test index requirements by changing the quality of the barrier car 3; the barrier car 3 can be used as a rigid wall in the crash test system 1 or as a moving rail vehicle;

Test trolley 4, the test trolley 4 can move along the track 2 and is opposite to the barrier vehicle 3 along the track 2; as shown in the structure of FIG. 1A and FIG. 1B, the test trolley 4 can move along the track 2 and move with the wall The barrier car 3 is relatively set; the test trolley 4 can also be made from refitted old rail vehicles, and can meet the test index requirements by changing its own quality;

And a power source device 5, the power source device 5 is detachably connected to the test vehicle 4 and / or the barrier vehicle 3 for driving the test vehicle 4 and / or the barrier vehicle 3 connected thereto to The barrier vehicle 3 and the test vehicle 4 collide at a predetermined speed. The power source device 5 may be one. When a power source device 5 is provided, the power source device 5 is connected to the test cart 4 or the barrier car 3 to drive the test cart 4 connected thereto or After the barrier car 3 reaches the predetermined speed required by the crash test, it can be slowed down by the braking system of the power source device 5 to automatically disengage from the test car 4 or the barrier car 3 to make the test car 4 operate independently. And collide with the barrier car 3 on the track 2 at a predetermined speed, or make the barrier car 3 operate independently and collide with the test vehicle 4 on the track 2 at a predetermined speed; , When two power source devices 5 are provided, one of the power source devices 5 is connected to the test trolley 4 and the other power source device 5 is connected to the barrier car 3, and the barrier car is respectively connected by the two power source devices 5 3 and the test car 4 are driven to make the barrier car 3 and the test car 4 reach the predetermined speed required by the crash test, and the running speed can be slowed down by the braking system of the power source device 5, and the test car 4 or The barrier car 3 is automatically disengaged to make the barrier car 3 and the test Vehicle running independently, and at a predetermined speed relative collision occurs on the rail 2.

The rail vehicle crash test system 1 provided in the embodiment of the present application is used, because the barrier car 3 and the test trolley 4 in the crash test system 1 can relatively move on the rail 2, and the test trolley is driven by the power source device 5 4 and / or the barrier car 3 can be moved to complete the crash test of the rail vehicle. Therefore, the crash test system 1 can use the barrier car 3 instead of the fixed barrier, without the need to build a reinforced concrete building as a fixed barrier at the end of the track 2 It does not need to occupy a separate site and can reduce the construction cost, and can complete various crash tests of the barrier car 3 and the test trolley 4 on the existing track 2 by the driving of the power source device 5, and the barrier car 3 When the mass and the mass of the test trolley 4 are equal and larger, for example, when the mass of the barrier car 3 and the mass of the test trolley 4 are set to 60 tons, the collision between rail vehicles of the same weight can be simulated The real situation can truly reflect the actual situation of the rail vehicle collision. Therefore, the use of the above rail vehicle collision test system 1 can solve the existing fixed barrier of the collision test system 1 with a large footprint and construction. This high and can not be a true reflection of the actual situation of the problem of collision between rail vehicles.

In the above rail vehicle crash test system 1, the barrier vehicle 3 may adopt the following embodiments:

As shown in the structure of FIGS. 3 and 4, the barrier car 3 used in the rail vehicle crash test system 1 may include a car body 31, a first running part 33, and a first braking system 34;

Car body 31, the end of the car body 31 facing the test trolley 4 is provided with a first end wall 311 for crash test, and the first connection structure 32 is provided at the other end facing away from the test trolley 4; As shown in the structure of FIG. 4, the body 31 is provided with a first end wall 311 for crash test at an end facing the test vehicle 4, that is, the first end wall 311 can be used as an impact surface during a crash test between rail vehicles; At the same time, a second end wall 312 is provided at the other end of the vehicle body 31 facing away from the test trolley 4. The second end wall 312 can also be used as an impact surface in a crash test, and can also be provided with a first end for connecting the power source device 5. A connection structure 32, the first connection structure 32 may be a coupler, or one or a combination of a second through hole 3121, a second threaded hole and a second T-shaped slot provided with the coupler; The first connection structure 32 can be connected to a power source device 5 such as a locomotive, and the barrier vehicle 3 can be driven to move along the track through the power source device 5; as shown in the structure of FIG. 8, two or Multiple barrier cars 3 are connected together;

The first running part 33 is fixedly connected to the bottom of the vehicle body 31 and can move along the track 2; the first running part 33 is fixedly connected to the bottom of the vehicle body 31 and can move along the track 2 for driving the vehicle body 31 Move along the track 2; as shown in the structure of FIG. 3, the first running portion 33 may be a bogie, which enables the barrier car 3 to move along the track 2 under the drive of the power source device 5, so that the barrier car 3 can Move to the test position along the track 2 and can leave the test position along the track 2 after the collision test is completed, being dragged to an idle position, so that the track 2 can be used normally outside the time of the crash test, and the barrier car 3 does not need to occupy a fixed site;

And the first braking system 34, which is used to brake the first running portion 33. As shown in the structure of FIG. 3, the bottom of the vehicle body 31 is provided with a first brake system 34 for braking the barrier car 3. The first brake system 34 can accurately stop the barrier car 3 on the track 2 The designated position on the top is convenient for the crash test; under normal circumstances, the first brake system 34 may include a first brake device 341, a first brake cylinder 342 for driving the first brake device 341 action, in this book In the embodiment of the application, the first brake system 34 may further include a first brake trigger device 343 provided on the vehicle body 31, and the first brake cylinder 342 and the first brake are activated by activating the first brake trigger device 343 The device 341 communicates, and the first brake device 341 starts to operate by driving the first brake cylinder 342 to brake the first running portion 33 of the barrier car 3. The first brake system 34 may be a pneumatic brake system, a hydraulic brake system, or an electromagnetic brake system; as shown in the structure of FIG. 3, the first brake device 341 may be a brake caliper mounted on the first running portion 33 ; The first brake cylinder 342 may be a brake air cylinder or a brake cylinder.

The barrier car 3 is provided with a first end wall 311 for crash test at one end of the vehicle body 31. During the crash test of a rail vehicle, the first end wall 311 of the barrier car 3 may be used as an impact surface. Therefore, the barrier car 3 can replace the reinforced concrete building used as a fixed barrier in the related art; the barrier car 3 can be converted into a new railroad car or a new one. Therefore, the manufacturing cost of the barrier car 3 Low; at the same time, because the barrier car 3 is equipped with a first running portion 33 at the bottom of the car body 31, driven by the power source device 5 connected to the first connection structure 32 can enable the barrier car 3 to move along the track 2 , The existing rail 2 can be used as the movement track of the barrier car 3, therefore, the barrier car 3 can not only replace the fixed barrier in the related art, but also move, and can truly reflect the collision between rail vehicles And it is flexible to use and does not need to occupy a fixed site. It can be removed from the track 2 after the collision test is completed. The barrier truck 3 and the track 2 can be reused multiple times, and the utilization rate is high.

Therefore, the barrier car 3 has the characteristics of low manufacturing cost, no need to occupy a fixed site, reusability and high utilization rate, and can solve the problems of large floor space and high construction cost of the relevant reinforced concrete building.

Specifically, the barrier vehicle 3 further includes a mass center of gravity adjustment mechanism 35 provided on the vehicle body 31, and the mass center of gravity adjustment mechanism 35 is used to adjust the mass and the center of gravity of the barrier vehicle 3.

Since the barrier vehicle 3 is provided with a mass center of gravity adjustment mechanism 35 on the vehicle body 31, the total mass and the center of gravity height of the barrier vehicle 3 can be adjusted by the mass center of gravity adjustment mechanism 35, therefore, before the crash test, the mass center of gravity adjustment mechanism can be used 35 Adjust the total mass and the height of the center of gravity of the barrier car 3, and then the mass ratio between the barrier car 3 and the test trolley 4 can be adjusted to meet the test index of the fixed barrier during the crash test of the rail vehicle, so that the crash test It can truly reflect the test results of the rail vehicle with a larger mass during the collision process, and is convenient for the later improvement of the design structure and safety of the rail vehicle.

Furthermore, the mass center of gravity adjustment mechanism 35 includes a first frame 351 adjustably mounted on the vehicle body 31 and a first weight 352 mounted on the first frame 351. As shown in the structure of FIGS. 3 and 4, the first frame 351 can be directly mounted on the vehicle body 31 through the circumferential direction and / or the bottom. The first frame 351 can be any structure such as a tray-like structure, a bracket, a plate-like structure, etc. The frame 351 may also be installed on the first side wall 313 and the second side wall 314 of the vehicle body 31 through fasteners such as bolts 36 and nuts 37, or may be installed on the first side wall 313 and second wall 314 of the vehicle body 31 through bolts 36 and nuts 37. One end wall 311 and the second end wall 312; the first weight 352 can be fixedly connected to the first frame 351 by a third fastener 354. The installation position and height of the first frame 351 on the vehicle body 31 can be adjusted, and then the installation position and height of the first weight 352 can be adjusted, so as to adjust the total mass and height of the center of gravity of the barrier truck 3. The first weight block 352 may be a steel plate, a steel block, a lead block, an iron block, or a reinforced concrete block, etc., which has a relatively large mass.

Since the barrier vehicle 3 is provided with a mass center of gravity adjustment mechanism 35 on the body 31, and the first frame 351 of the mass center of gravity adjustment mechanism 35 can be adjustably installed on the body 31, the installation height and position of the first frame 351 can be The height and position of the first counterweight 352 can be adjusted by the first frame 351 installed on the vehicle body 31. Therefore, the total mass and the position of the center of gravity of the barrier car 3 can be adjusted by adjusting the installation of the first frame 351 The height and the number of the first weights 352 are changed so that the total mass and height of the center of gravity of the barrier vehicle 3 meet the requirements of the crash test.

At the same time, by adjusting the installation height of the first frame 351 and the number of the first weights 352, the barrier car 3 can also meet the requirements of different crash tests for fixed barriers, so that the barrier car 3 can be used for different tracks In the collision test of the vehicle, the use range and utilization efficiency of the barrier car 3 are improved.

In order to truly reflect the crash test results of the rail vehicle, as shown in the structure of FIGS. 3 and 4, the car body 31 is also provided with a second end wall 312 opposite to the first end wall 311, fixedly connected to the first end wall A first side wall 313 between the 311 and the second end wall 312, and a second side wall 314 fixedly connected between the first end wall 311 and the second end wall 312;

The first side wall 313 may include a plurality of first pillars 3131 arranged at intervals in the horizontal direction, and a plurality of first beams 3132 arranged at intervals in the vertical direction and fixedly connected to the first pillars 3131, one end of the first beam 3132 Connected to the first end wall 311 and the other end to the second end wall 312; as shown in the structure of FIGS. 3 and 4, the first side wall 313 may include four first uprights 3131 that are vertically and spaced apart from the car body 31 And five first beams 3132 arranged horizontally on the first pillar 3131, and the two ends of the first beam 3132 are connected to the first end wall 311 and the second end wall 312 respectively; the first pillars 3131 and the third A beam 3132 forms a first side wall 313;

The second side wall 314 includes a second vertical column 3141 corresponding to the first vertical column 3131, and a second horizontal beam 3142 corresponding to the first horizontal beam 3132 and fixedly connected to the second vertical column 3141. One end of the second horizontal beam 3142 Connected to the first end wall 311 and the other end to the second end wall 312; as shown in the structure of FIGS. 3 and 4, the second side wall 314 may include four second uprights 3141 that are vertically and spaced apart from the car body 31 And five second beams 3142 arranged on the second pillar 3141 in the horizontal direction, and the two ends of the second beam 3142 are connected to the first end wall 311 and the second end wall 312 respectively; the second pillar 3141 and the first The second beam 3142 forms a second side wall 314;

As shown in the structure of FIG. 4, the second side wall 314 is parallel to and opposite to the first side wall 313, and a receiving space for installing the first frame 351 is formed between the first side wall 313 and the second side wall 314 ;

The first frame 351 is installed on the first side wall 313 and the second side wall 314; as shown in the structure of FIGS. 3 and 4, a first frame 351 is formed between the first side wall 313 and the second side wall 314 for installation The receiving space; one end of the first frame 351 is mounted on the first beam 3132, and the other end is mounted on the second beam 3142.

The first side wall 313 and the second side wall 314 in the barrier vehicle 3 are formed by cross columns and beams, and the first side wall 313 and the second side wall 314 are opposed to the first ends of the car body 31 The wall 311 and the second end wall 312 are supported and strengthened, which can increase the structural strength and rigidity of the first end wall 311 and the second end wall 312, and make the structure of the barrier car 3 the same as the structure of a real rail vehicle. Improve the authenticity of the rail vehicle crash test, which can improve the accuracy and reliability of the test results.

In the barrier car 3 described above, the number of the first uprights 3131 and the first beams 3132 forming the first side wall 313 and the number of the second uprights 3141 and the second beams 3142 forming the second side wall 314 are not limited to the figures. 4 limited by the structure, in the actual design, production, manufacturing and use, the number of first posts 3131 can be four, or one, two, three or more, and the number of first beams 3132 It may also be one, two, three, or more; and the specific formation structure of the first side wall 313 and the second side wall 314 is not limited to the structure in which the post and the beam cross in FIG. 3, the first side wall 313 The second side wall 314 may also be composed of components of any structural form such as steel plates and cement plates.

When the first frame 351 is installed on the first side wall 313 and the second side wall 314, as shown in the structure of FIGS. 3 and 4, the first beam 3132 may be provided on the side surface facing the second beam 3142 along the vertical Multiple first mounting holes arranged in directions; the first mounting holes may be through holes, threaded holes, etc .;

The second beam 3142 is provided with a plurality of second mounting holes arranged in a vertical direction on a side surface facing the first beam 3132; the second mounting holes may correspond one-to-one with the first mounting holes;

The first frame 351 is provided with a plurality of third mounting holes corresponding to the plurality of first mounting holes on one side surface facing the first beam 3132, and provided with a plurality of multiple mounting holes on the other side surface facing the second beam 3142 A plurality of fourth mounting holes corresponding to the second mounting holes;

The first frame 351 is fixedly connected to the first beam 3132 by a first fastener threaded through the corresponding first mounting hole and the third mounting hole, and is threaded through the corresponding second mounting hole and the fourth mounting hole The second fastener in the hole is fixedly connected to the second beam 3142.

Since the first frame 351, the first beam 3132 and the second beam 3142 are provided with corresponding mounting holes, the first frame 351 can be mounted on the first beam 3132 and the second beam 3142 by fasteners, and The installation positions of the first frame 351 on the first cross beam 3132 and the second cross beam 3142 can be adjusted through a plurality of mounting holes, which is convenient for adjusting the total mass and height of the center of gravity of the barrier truck 3.

The first weight block 352 may be a steel plate, a steel block, a lead block, an iron block, or a reinforced concrete block and other large-quality objects. For convenience, the first weight block 352 is fixedly installed on the first frame 351, such as As shown in the structure of FIG. 4, the first counterweight block 352 is provided with a first fixed through hole, and the first frame 351 is provided with a first fixed hole corresponding to the first fixed through hole, the first counterweight block 352 The third fastener 354 passing through the first fixing through hole and the first fixing hole is fixedly connected to the first frame 351. The third fastener 354 may be a fastener such as a bolt 36, a screw, a rivet, or the like.

Since the first weight 352 is fixedly connected to the first frame 351 by the third fastener 354, the first weight 352 can be easily installed on or removed from the first frame 351 Down; through the disassembly and assembly of the first counterweight 352 can easily and flexibly change the number, and then can easily adjust the total mass and height of the center of gravity of the barrier car 3.

When installing a plurality of first weights 352 on the first frame 351, in order to improve the stability and reliability of the first weights 352 on the first frame 351, and to ensure safety during the crash test, A connecting plate 353 is further provided between the first weights 352, so that at least two third fasteners 354 pass through the connecting plate 353, and a plurality of third fasteners 354 are formed into an integrated structure through the connecting plate 353, The first weight block 352 is fixedly installed on the first frame 351, and the connecting plate 353 is a long plate-shaped structure or a square plate-shaped structure, which can improve the stability and reliability of the first weight block 352, and can improve Safety of crash test.

As shown in the structure of FIGS. 3 and 4, the vehicle body 31 is further provided with a plurality of first reinforcement members 315 fixedly connected between the first end wall 311 and the vehicle body 31, and fixedly connected to the second end wall 312 and the vehicle A plurality of second reinforcements 316 between the bodies 31; a plurality of first reinforcements 315 are used to enhance the strength of the first end wall 311; a plurality of second reinforcements 316 are used to enhance the strength of the second end wall 312. In FIGS. 3 and 4, the first reinforcement member 315 and the second reinforcement member 316 are both support columns. One end of the support column is connected to the end wall and the other end is connected to the car body 31. The structural strength and strength of the end wall are strengthened by the support column. Stiffness, so that the first end wall 311 has sufficient strength during the collision, so as to check the impact of the test vehicle such as the test vehicle 4 and the test piece 8 installed on the test vehicle 4 or the barrier vehicle 3 Crash performance of test piece 8. The first reinforcing member 315 and the second reinforcing member 316 may be not only support columns, but also plate-shaped members or block-shaped members, as long as they can serve the purpose of strengthening the structural strength of the end wall.

Based on the various embodiments of the barrier vehicle 3 described above, as shown in the structure of FIG. 3, the vehicle body 31 is further provided with a first brake trigger device 343 for controlling the action of the first brake system 34. The first brake triggering device 343 may be a travel switch, a lever protruding from the vehicle body 31 or a handle protruding from the vehicle body 31.

Since the first brake trigger device 343 that controls the action of the first brake system 34 is also provided on the vehicle body 31, the first brake in the first brake system 34 can be started by triggering the first brake trigger device 343 The actuating cylinder 342 operates so that the first brake cylinder 342 communicates with the first brake device 341, and the first brake device 341 starts to operate by driving the first brake cylinder 342 to achieve the first The running unit 33 brakes to brake the barrier car 3, so the barrier car 3 can be braked by the first brake system 34 during the crash test or during the movement of the barrier car 3, to The speed and position of the barrier car 3 are controlled, and the occurrence of danger can be prevented, which is beneficial to improve the safety of the crash test.

In order to expand the use range and flexibility of the rail vehicle crash test system 1, the first end wall 311 is provided with a first through hole, a first threaded hole, and a first T-shaped groove 3111 on the surface facing away from the second end wall 312 At least one of; as shown in the structure of FIG. 5, the surface of the first end wall 311 is provided with a first T-shaped groove 3111, and the first T-shaped groove 3111 may include a first lateral T-shaped groove 3312 extending in the horizontal direction And the first longitudinal T-shaped groove 3113 extending in the vertical direction, only the first horizontal T-shaped groove 3312 extending in the horizontal direction or the first longitudinal T-shaped groove 3113 extending in the vertical direction may be provided, or The surface of one end wall 311 facing away from the second end wall 312 is provided with a first T-shaped groove 3111 at an angle to the vertical direction, that is, to form an angle between the extending direction of the first T-shaped groove 3111 and the vertical direction, The included angle may be any angle between 0 and 90 °, such as: 30 °, 45 °, 60 °, 75 °; and the surface of the first end wall 311 may also be provided with a first through hole and / or a first thread The hole shown in FIG. 5 is only a specific arrangement structure of the first T-shaped groove 3111. In actual use, the first The specific structure of the surface of one end wall 311 can be set according to actual needs; the specific structure of the first T-shaped groove 3111 can refer to FIG. 7, the bolt head of the bolt 36 can be inserted into the first T-shaped groove 3111, and then by extending the first The screw of the T-shaped groove 3111 is used to install any component or device such as the test piece 8, buffer device, detection device or barrier car 3; through the first through hole, the first threaded hole or the first provided on the surface of the first end wall 311 The T-shaped groove 3111 can increase the use range of the barrier car 3.

The first connection structure 32 is at least one of a coupler, a second through hole 3121, a second threaded hole, and a second T-shaped groove provided on the surface of the second end wall 312 facing away from the first end wall 311; 3 shows the structure, the surface of the second end wall 312 is provided with a coupler, through which the coupler can be connected to any power source device 5 such as a locomotive, so that the barrier vehicle 3 moves along the track 2 by the drive of the power source device 5; As shown in the structure of FIG. 6, the surface of the second end wall 312 is provided with a plurality of second through holes 3121. As shown in the structure of FIG. 8, another barrier vehicle 3 can also be connected by bolts 36 and nuts 37, that is, Two or more barrier cars 3 are connected to form a barrier car group to increase the total mass of the barrier car group as a fixed barrier, and any components or devices such as other parts can also be connected through the second through hole 3121; Moreover, the arrangement structure and the number of the second through holes 3121 are not limited to those shown in FIG. 6, and can be specifically set according to the actual situation.

The above-mentioned barrier car 3 can be used as a rigid barrier in the rail vehicle crash test system 1 and has the advantage of being able to move, and it can be converted into or rebuilt with an existing waste rail vehicle; fixed with an existing reinforced concrete building Compared with the barrier, it has the characteristics of low manufacturing cost, no need to occupy a fixed site and can be reused.

Based on the above-mentioned various embodiments of the rail vehicle collision test system 1 and the barrier vehicle 3, the test vehicle 4 may adopt the following embodiments:

As shown in the structure of FIGS. 9 and 10, the test trolley 4 may include an undercarriage 41, a second running part 42 and a second braking system 43; the undercarriage 41 is provided with a collision end wall 411 at the end facing the barrier car 3 The second running part 42 is installed at the bottom of the bottom frame 41 and can move along the track 2; the second braking system 43 is used to brake the second running part 42. As shown in the structure of FIG. 9, the second brake system 43 may include a second brake device 431 mounted on the second running portion 42 and a second brake cylinder 432 for driving the second brake device 431 to brake. The second brake system 43 may be a pneumatic brake system, a hydraulic brake system, or an electromagnetic brake system; as shown in the structure of FIG. 9, the second brake device 431 may be a brake caliper mounted on the second running portion 42 ; The second brake cylinder 432 may be a brake cylinder or a brake cylinder.

Driven by the power source equipment 5, the above test trolley 4 can move along the track 2 through the second running part 42 and collide with the barrier car 3 through the collision end wall 411 provided at one end of the chassis 41 to complete Crash test; the test trolley 4 can reach the predetermined speed and test location required by the crash test under the drive of the power source device 5, and leave the test location along the track 2 after the crash test is completed; therefore, the track 2 remains after the crash test is completed It can continue to be used, and the test trolley 4 and the barrier car 3 can be driven off the track 2 by the power source device 5 or can be reused; therefore, the flexibility and utilization rate of the rail vehicle crash test system 1 can be improved.

As shown in the structure of FIGS. 9 and 10, the test trolley 4 may further include a mass adjustment mechanism 44 provided on the bottom frame 41, and the mass adjustment mechanism 44 is used to adjust the quality of the test trolley 4.

Since the test trolley 4 is provided with a mass adjustment mechanism 44 on the undercarriage 41, the mass and the center of gravity of the test trolley 4 can be adjusted by the mass adjustment mechanism 44, so the test bench can be adjusted by the mass adjustment mechanism 44 before the crash test The total mass and height of the center of gravity of the car 4 can further adjust the mass ratio between the barrier car 3 and the test trolley 4 to meet the test indicators of the test trolley 4 during the crash test of the rail vehicle, so that the crash test can be truly It reflects the test results of the rail vehicle with a larger mass during the collision and facilitates the improvement of the design structure and safety of the rail vehicle in the later period.

According to the specific implementation of the above rail vehicle crash test system 1, it can be seen that both the barrier car 3 and the test trolley 4 can change their own masses according to the actual test conditions to simulate the crash test between rail cars of various qualities; The momentum theorem of dynamics shows that during the collision between the test vehicle 4 and the barrier vehicle 3, part of the initial kinetic energy of the test vehicle 4 is converted into the deformation energy of the test piece 8 during the collision, and the other part of the kinetic energy Then it is converted into the kinetic energy of the barrier car 3 and the test trolley 4, such as: making the barrier car 3 retreat along the track 2 and / or moving the test trolley 4 in the reverse direction; of course, after the collision, the barrier car 3 gains In the case of a part of the kinetic energy, the backward movement may occur. The test trolley 4 may be stopped, reversed, or continued to move forward; the situation after the collision and the quality of the barrier car 3 at the time of the collision, The quality of the test trolley 4, the energy absorption performance of the test piece 8 and the impact speed of the test trolley 4 are all related.

During the collision, the kinetic energy absorbed by the barrier car 3, the test trolley 4 and the test piece 8 are all related to the ratio of the mass of the test trolley 4 and the barrier car 3; when a full plastic collision occurs, the test piece 8 The energy absorbed can be calculated by the following formula:

In the above formula, T ₁ is the initial kinetic energy of the test trolley 4 before the collision, m ₁ is the total mass of the test trolley 4 and the test piece 8, m ₂ is the total mass of the barrier truck 3, and ΔT is the collision The energy absorbed by the test piece 8.

Therefore, it can be known from the above calculation formula that by adjusting the mass ratio of the test vehicle 4 and the barrier vehicle 3, the collision test requirements of various test pieces 8 can be met, and the barrier vehicle 3 and the test vehicle 4 can be calculated according to the formula To retreat the distance in order to grasp the range of the collision area during the collision test, so that the ground test and data collection equipment 61 such as high-speed cameras, strain gauges, gratings, sensors, accelerometers, etc. can be arranged within the collision area before the collision test, so as to facilitate Collection of various data during the crash test.

As shown in the structure of FIGS. 9 and 10, the mass adjustment mechanism 44 includes a plurality of second weights 441 fixedly connected to the chassis 41.

The mass adjustment mechanism 44 may include a plurality of second weights 441 fixedly connected to the bottom frame 41. The plurality of second weights 441 may be neatly stacked on the bottom frame 41 by a plurality of second weights provided on the bottom frame 41. The second counterweight 441 can adjust the quality of the test trolley 4 so that the mass ratio of the test trolley 4 to the barrier vehicle 3 reaches the test index; the second counterweight 441 can be fixedly installed on the bottom frame 41 or the bottom The frame 41 is integrally formed; by increasing or decreasing the number of the second weights 441, various rail vehicles can be simulated to achieve the accuracy and authenticity of the crash test.

In addition, the second weight 441 may be made of the same material as the first weight 352, and the second weight 441 may also be a steel plate, steel block, lead block, iron block, or reinforced concrete block, etc. Objects. The masses of the first counterweight 352 and the second counterweight 441 may be 1 ton, 2 ton, 3 ton, 4 ton, and 5 ton.

Since the mass of the second weight 441 is large, and the impact load of the test trolley 4 is large during the crash test, in order to improve the safety of the crash test, the second weight 441 is prevented from being exposed to a large impact load. The test trolley 4, the barrier vehicle 3 or the track 2 are damaged under the action, as shown in the structure of FIG. 9 and FIG. 10, the test trolley 4 further includes a limit structure 45 provided on the bottom frame 41. The limit structure 45 is used for The second weight 441 is restricted to position the second weight 441 on the bottom frame 41. The limit structure 45 may include a plurality of limit posts 451 provided along the circumferential direction of the second weight block 441, or may include a plurality of limit plates 452 provided around the second weight block 441, or may be provided by A plurality of limit posts 451 and a plurality of limit plates 452 in the circumferential direction of the second weight block 441 are formed, and the purpose is to limit the second weight block 441 through the limit structure 45 to make the second weight block 441 always remains on the chassis 41 during the collision. As shown in the structure of FIG. 10, the second weight 441 is a steel plate with a rectangular parallelepiped structure, and the limit structure 45 includes a plurality of limit posts 451 disposed on both sides of the second weight 441 and a second weight The limiting plates 452 on the other two sides of the 441, at the same time, in order to improve the structural strength of the limiting plate 452, a first support 4521 and a second support 4522 are provided on the side of the limiting plate 452 facing away from the second weight 441 Or a third support, the first support 4521 and the second support 4522 can be pillars, and the third support can be a support plate; the support structure of the limit plate 452 is not limited to the structure in the figure, each limit The bit plate 452 may adopt any combination of the first supporting member 4521, the second supporting member 4522, or the third supporting member, or may adopt other supporting structures to strengthen its structural strength.

Since the test trolley 4 further includes a limit structure 45 disposed on the bottom frame 41 and limiting the second weight 441, the second weight 441 is held on the bottom frame 41 by the limit structure 45 to prevent During the collision, the second weight 441 is detached from the test trolley 4 under the impact of the impact load and is dangerous. Therefore, the safety and stability of the collision test can be improved by the provided limit structure 45. Similarly, in order to enable the crash test to truly reflect the real result of the rail vehicle collision, the test trolley 4 is also provided with a reinforcement structure 412 for enhancing the structural strength of the collision end wall 411. The reinforcing structure 412 may include a plurality of third reinforcing members fixedly connected to the collision end wall 411 and the bottom frame 41. As shown in the structure of FIG. 9, FIG. 10 and FIG. 11, the test trolley 4 is provided with a plurality of third reinforcement members such as a plurality of pillars serving as a reinforcement structure 412 between the collision end wall 411 and the bottom frame 41. The reinforcement structure 412 is not limited to the pillars It may also be a reinforcing structure such as a reinforcing rib, as long as it can enhance the structural strength of the collision end wall 411 to meet the requirements.

Since the test trolley 4 is provided with a reinforcing structure 412 for enhancing the structural strength of the crash end wall 411, the structural strength and rigidity of the crash end wall 411 can be enhanced by the reinforcing structure 412, so that the structural strength and rigidity of the crash end wall 411 can reach the track The true strength and rigidity of the vehicle end wall to ensure the accuracy and reliability of the crash test results.

In order to facilitate the connection between the power source device 5 and the test trolley 4, as shown in the structure of FIGS. 9 and 10, the test trolley 4 further includes a mounting seat 46 and / or provided on the bottom frame 41 and opposite the collision end wall 411 The second connection structure 47, the mounting base 46 and the second connection structure 47 can all be used to connect with the power source device 5. The test trolley 4 shown in the structure of FIG. 9 includes a mounting base 46 and a second connecting structure 47 mounted on the mounting base 46. The mounting base 46 can be used to connect with a power source device 5 such as a traction motor system, an air gun or a hydraulic gun Or bear a dynamic load, and the second connection structure 47 can be a coupler, etc., used to connect with power source equipment 5 such as rail locomotives, traction motor systems; however, the test trolley 4 can also be provided with only the mounting seat 46 or the second connection The arrangement of the structure 47, the mounting seat 46 and the second connection structure 47 can be optionally replaced according to the actual situation of the crash test. As shown in the structure of FIG. 9, the mounting base 46 may be provided with an installation plane 461 at the end facing away from the collision end wall 411, and the external power source device 5 or the second connection structure 47 may be connected through the installation plane 461; A third reinforcing member 462 such as a reinforcing rib or a supporting plate may also be provided on one side of the mounting plane 461. One end of the third reinforcing member 462 is fixedly connected to the chassis 41 and the other end is fixedly connected to the mounting seat 46 to pass the third reinforcement The piece 462 reinforces the mounting base 46 so that the mounting base 46 has sufficient structural strength to withstand the driving load caused by the power source device 5; and when the mounting base 46 and the second connection structure 47 are provided on the chassis 41 at the same time, the first The second connection structure 47 is detachably installed on the installation plane 461.

Since the test vehicle 4 further includes a mounting seat 46 and / or a second connection structure 47, and the mounting seat 46 and the second connection structure 47 can be connected to different power source devices 5, respectively, the test vehicle 4 can use different power The source device 5 is driven, which is convenient to be applied to the collision test system 1 having different power source devices 5, which increases the flexibility of using the test trolley 4 and facilitates the collision test.

At the same time, since the second connecting structure 47 is detachably mounted on the mounting plane 461 of the mounting base 46, the second connecting structure 47 can be installed on the mounting base 46 or the second connecting structure 47 can be removed from the actual situation of the crash test The mounting seat 46 is detached, and the flexibility of the test trolley 4 in use can be improved when the choice of the power source device 5 can be increased.

The above rail vehicle crash test system can be used not only for crash tests between rail vehicles, but also for crash tests on various parts of rail vehicles. In order to facilitate crash tests on various parts of rail vehicles, the collision end wall 411 is away from At least one of the third through hole, the third screw hole, and the third T-shaped groove 4111 is provided on one side surface of the bottom chassis 41. As shown in the structures of FIGS. 9, 11 and 12, the collision end wall 411 is provided with a third T-shaped groove 4111 on the side surface facing away from the bottom frame 41. The collision end wall 411 may also be provided with a third through hole or a third threaded hole on the surface facing away from the bottom frame 41, or any combination of the third through hole, the third threaded hole and the third T-shaped slot 4111, For example, the third through hole and the third T-shaped groove 4111 may be provided at the same time. Similarly, the third T-shaped groove 4111 may include a third T-shaped groove 4111 extending in the vertical direction and / or a third T-shaped groove 4111 extending in the horizontal direction, and may also include an angle extending from the vertical direction的 第二 T 形 槽 4111。 The third T-shaped groove 4111.

Since the collision end wall 411 is provided with at least one of a third through hole, a third threaded hole, and a third T-shaped groove 4111 on the side surface facing away from the bottom frame 41, the side surface of the collision end wall 411 can be The test piece 8 is fixed by the fastener passing through the third through hole, the third threaded hole or the third T-shaped groove 4111, as shown in FIG. 12, the bolt head of the bolt 36 is installed in the third T-shaped groove 4111, and the screw is passed through After passing through the third T-shaped groove 4111 and the fixing hole 81 on the test piece 8, it is screwed to the nut 37, and then the test piece 8 is fixedly installed on the side surface of the collision end wall 411, and then passes through the test trolley 4 and the barrier car The collision between the 3 and the collision test on the test piece 8 is completed.

Through the third through hole, the third threaded hole and the third T-shaped groove 4111 provided in the collision end wall 411, the test piece 8 can be fixedly installed with the collision end wall 411, and then the test piece 8 is subjected to a collision test to make the rail vehicle collide The test system 1 can not only realize the collision test between rail vehicles, but also perform crash tests on various parts of the rail vehicles. Therefore, the scope of use of the rail vehicle crash test system 1 is expanded, which is also conducive to improving the rail vehicle crash test system 1 utilization rate.

In order to control the second brake system 43 of the test vehicle 4, the test vehicle 4 further includes a second brake trigger device 433 provided on the chassis 41 and used to control the operation of the second brake system 43. The second brake trigger device 433 may be a travel switch, a lever protruding from the bottom frame 41 or a handle protruding from the bottom frame 41. The second brake trigger device 433 shown in the structure of FIGS. 9 and 10 is a handle protruding from the chassis 41.

Since the test vehicle 4 is also provided with a second brake trigger device 433 that controls the operation of the second brake system 43, the second brake cylinder 432 can be operated by triggering the second brake trigger device 433 to cause the second The brake cylinder 432 communicates with the second brake device 431, and the driving of the second brake cylinder 432 causes the second brake device 431 to brake the second running portion 42 to brake the test vehicle 4, therefore, It can brake the test trolley 4 through the second brake system 43 during the collision test or during the movement of the test trolley 4 to control the speed and position of the test trolley 4 and prevent the occurrence of danger , Help to improve the safety of crash tests.

The power source device 5 in the rail vehicle crash test system 1 may be a rail locomotive, a traction motor system, an air gun, or a hydraulic gun. The power source device 5 may be used to drive the barrier vehicle 3 and / or the test trolley 4 described above. The power source device 5 can also be formed by the potential energy of the barrier truck 3 or the test trolley 4 located at a high position, that is, one end of the track 2 is at the top of the slope, and the other end of the track 2 is at the bottom of the slope, At this time, before the crash test, the barrier car 3 or the test trolley 4 is set at the top or middle position of the slope, and can be pushed or started by the relevant equipment. At this time, the barrier car 3 or the test trolley 4 With a larger potential energy, the power supply demand of the power source device 5 is reduced, and the barrier vehicle 3 or the test vehicle 4 can reach a predetermined speed by converting the potential energy into kinetic energy.

The various rail vehicle crash test systems 1 may also include test and data acquisition equipment 6 for acquiring various data and images during the crash test, and a synchronous trigger device 7 provided on the barrier car 3 or the test trolley 4, The synchronous trigger device 7 is used to control the action of the test and data acquisition device 6 when the barrier car 3 collides with the test trolley 4. The synchronous triggering device 7 may be a metal dome type piezoelectric switch.

As shown in the structure of FIGS. 1A and 1B, depending on the installation location, the test and data acquisition equipment 6 may include a ground test and data acquisition equipment 61 installed on the rail 2 or in the vicinity of the impact test location, and installed on the barrier vehicle The first vehicle-mounted test and data acquisition device 62 on 3 and the second vehicle-mounted test and data acquisition device installed on the test trolley 4; the ground test and data acquisition device 61, the first vehicle test and data acquisition device 62 and the second The vehicle-mounted test and data collection equipment 63 may include, but is not limited to, high-speed cameras, strain gauges, gratings, sensors, accelerometers, and other various test equipment and data collection equipment.

Both the first running part 33 and the second running part 42 can use bogies, such as a two-axle bogie and a three-axle bogie, or a chute that can be shaped to fit the rail 2 and can slide along the rail 2, and Other structures that can move relative to the track 2 can be used.

In summary, the rail vehicle crash test system 1 provided by the embodiment of the present application drives the barrier vehicle 3 and / or the test trolley 4 to move on the rail 2 relative to each other through the drive of the power source device 5 to complete the crash test. The problem that the fixed barrier of the related crash test system 1 covers a large area, has a high construction cost, and cannot truly reflect the actual situation of collision between rail vehicles.

Example 2

An embodiment of the present application provides a test method for performing a crash test using any of the rail vehicle crash test systems 1 in the above embodiments. As shown in the flowchart of FIG. 13, the test method includes the following steps:

Step S110, providing the rail 2, the barrier car 3, the test trolley 4 and the power source device 5, and parking the barrier car 3 on the rail 2 at rest;

Step S120, the power source device 5 is used to drive the test vehicle 4 to move along the track 2 toward the barrier vehicle 3, so that the test vehicle 4 reaches and maintains the predetermined speed;

Step S130, the test trolley 4 is separated from the power source device 5, and the power source device 5 is braked;

In step S140, the test vehicle 4 is caused to hit the barrier vehicle 3 at a predetermined speed, and the collision test ends.

At the moment when the test vehicle 4 hits the barrier vehicle 3, the synchronous trigger device 7 in the crash test system 1 starts, all the test and data acquisition equipment 6 in the crash test system 1 starts working, and the test piece 8 is tested and collected and hits the wall The collision process of obstacle car 3;

After the impact is completed, the test trolley 4 and the barrier vehicle 3 move in the same direction or reverse direction at a certain speed, or automatically stop after running for a distance. When the test vehicle 4 and the barrier vehicle 3 move at a high speed, or when the preset vehicle brake travel switch position is exceeded, the second brake trigger device 433 of the test vehicle 4 starts, and the test vehicle 4 brakes and stops Then, the first brake trigger device 343 of the barrier car 3 is activated, the barrier car 3 stops and the impact test is terminated.

The above test method is carried out using the barrier car 3 and the test trolley 4 that are relatively moving on the track 2. During the preparation process before the start of the test, the barrier car 3 can be driven along the track through the power source device 5, or a locomotive, or human power. 2Move the barrier car 3 to the designated position, and then drive the test trolley 4 to move along the track 2 through the power source device 5, and make the test trolley 4 reach and maintain the predetermined speed required by the crash test. 4 Impact the barrier car 3 at a predetermined speed to complete the crash test; in the above test, although the barrier car 3 will have a certain movement during the vehicle collision, its functionality is equivalent to a fixed rigid wall, acting as a collision barrier.

In the above test method, it is not limited to the case where the test vehicle 4 hits the stationary barrier vehicle 3 at a predetermined speed, but the barrier vehicle 3 can also be caused to hit the stationary test vehicle 4 at a predetermined speed, or the barrier vehicle 3 It collides with the test trolley 4 at a predetermined speed.

Through the above test method, there is no need to build a fixed rigid wall at the end of the track 2, and a large-quality barrier car 3 can be used as a collision barrier, which reduces the cost of the fixed barrier while reducing the cost of the crash test system 1 The problem of permanent occupation of land or lines.

In the specific test process, the above test method can also be carried out using the following specific steps:

Determine the quality of the barrier car 3 and the quality of the test trolley 4, and weight the barrier car 3 and the test trolley 4 separately according to the determined quality; it should be noted that: during the specific test process, the rail vehicle can be Carry out a crash test, you can also perform a crash test on a part of the rail vehicle to test the rail vehicle or its parts; when a crash test is performed on a part, the test piece 8 to be tested can be installed in the test The trolley 4 faces one end of the barrier car 3, so that when the test trolley 4 hits the barrier car 3, the test piece 8 first hits the barrier car 3 under the driving of the test trolley 4; Test piece 8 to determine the quality of the barrier truck 3 and the quality of the test trolley 4;

Determine the impact speed of the test trolley 4 when it hits the barrier car 3; in the process of determining the impact speed of the test trolley 4 when it hits the barrier car 3, the test trolley can be determined according to the specific conditions of the test piece 8 and the momentum theorem 4 The impact speed when hitting the barrier car 3;

Determine the collision position of the barrier car 3 and the test trolley 4 on the track 2;

Equipped with synchronous trigger device 7 and test and data acquisition equipment 6; as shown in the structure of FIG. 1B, ground test and data acquisition equipment 61 is installed at the collision position on both sides of the track 2 One end of the barrier car 3;

Set the barrier car 3 to park at the collision position;

The power source device 5 is used to drive the test trolley 4 to move along the track 2 toward the barrier car 3, and when the distance between the test trolley 4 and the barrier car 3 reaches a predetermined distance, the power source device 5 is disengaged from the test trolley 4 , And the speed of the test trolley 4 when it reaches the collision position is the impact speed;

Test trolley 4 hits barrier car 3;

At the same time that the test trolley 4 hits the barrier vehicle 3, the synchronous trigger device 7 starts and controls the test and data collection equipment 6 to start to collect collision data and images during the collision test;

After the barrier truck 3 and the test trolley 4 are stationary, the test ends.

The following takes the entire process of the crash test using the above-mentioned rail vehicle crash test system 1 and test method as an example to describe the entire process of the rail vehicle crash test in detail:

The first step is to determine the impact test technical indicators such as impact speed, test trolley 4 quality, barrier car 3 quality, etc. according to the standard of rail vehicle crash test, such as: impact speed 30km / h, quality of barrier car 3 60 tons, the quality of the test trolley 4 is 20 tons;

In the second step, according to the determined technical indicators, the quality of the barrier truck 3 and the test trolley 4 are adjusted through a single counterweight with a mass of 2 tons, 3 tons or 5 tons, so that the barrier truck 3 and the test The parameters of the trolley 4 meet the test index, for example, the quality of the barrier truck 3 can be 60 tons, 100 tons or 200 tons, and the quality of the test trolley 4 can be 20 tons, 50 tons or 60 tons; when the test When the trolley 4 and the barrier car 3 are set to the same weight, for example, when they are both set to 60 tons, the mass of the test trolley 4 and the barrier car 3 are equal and equal to the mass of the real rail vehicle. The barrier car 3 and the test trolley 4 can truly simulate the relative collision between two trains of the same weight and reflect the collision of the two trains;

In the third step, the rail locomotive, manpower or power source equipment 5 is used to connect to the barrier car 3 through the first connection structure 32, and the barrier car 3 is driven to the place designated by the crash test, and the barrier car 3 is parked at rest;

The fourth step is to use the power source device 5 to drive the test vehicle 4 along the track 2 toward the barrier vehicle 3, so that the test vehicle 4 reaches and maintains a predetermined speed, for example, accelerates the test vehicle 4 to a collision test speed of 30km / h ;

Step 5: The power source device 5 brakes itself and disengages from the test trolley 4. The test trolley 4 continues to move toward the barrier car 3 at the test speed of 30 km / h, and hits the barrier car 3, and the test trolley 4 and For the moment of collision of the barrier car 3, refer to the structure shown in Fig. 2;

Step 6: At the moment when the test vehicle 4 collides with the barrier vehicle 3, the synchronous trigger device 7 installed on the barrier vehicle 3 and / or the test vehicle 4 is triggered, and the synchronous trigger device 7 controls the action of the test and data collection equipment 6 To collect relevant data such as deformation, displacement, speed, acceleration, and force during the collision to complete the collision test and achieve the purpose of the test;

In the seventh step, after the impact is completed, the test trolley 4 and the barrier vehicle 3 move in phase or in reverse respectively at a certain speed, or automatically stop after running for a distance of several meters. When the test vehicle 4 and the barrier vehicle 3 move at a high speed, or when the preset vehicle brake travel switch position is exceeded, the second brake trigger device 433 of the test vehicle 4 starts, and the test vehicle 4 brakes and stops Then, the first brake trigger device 343 of the barrier car 3 is activated, the barrier car 3 brakes and stops, and the collision test is terminated.

Although some optional embodiments of the present application have been described, those skilled in the art can make additional changes and modifications to these embodiments once they learn the basic inventive concept. Therefore, the appended claims are intended to be construed as including some optional embodiments and all changes and modifications falling within the scope of the present application.

Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. In this way, if these modifications and variations of the present application fall within the scope of the claims of the present application and equivalent technologies thereof, the present application is also intended to include these modifications and variations.

Claims (30)

1. A rail vehicle crash test system, which is characterized by including:

   track;

   A barrier vehicle, which can move along the track;

   A test trolley, which can move along the track and is opposite to the barrier vehicle along the track;

   And a power source device, which is detachably connected to the test trolley and / or the barrier vehicle for driving the test trolley and / or the barrier vehicle to The barrier vehicle and the test trolley collide at a predetermined speed.
2. The system of claim 1, wherein the barrier vehicle includes:

   A vehicle body, an end of the vehicle body facing the test trolley is provided with a first end wall for performing a crash test, and a first end for connecting the power source device is provided on the other end facing away from the test trolley Connection structure

   A first running part, the first running part is fixedly connected to the bottom of the vehicle body and can move along the track;

   And a first braking system, the first braking system is used to brake the first running part.
3. The system according to claim 2, wherein the barrier vehicle further comprises a mass center of gravity adjustment mechanism provided on the vehicle body, the mass center of gravity adjustment mechanism is used to adjust the mass and the center of gravity of the barrier vehicle height.
4. The system of claim 3, wherein the mass center of gravity adjustment mechanism includes a first frame adjustably mounted on the vehicle body and a first weight mounted on the first frame.
5. The system according to claim 4, wherein the vehicle body is further provided with a second end wall opposite to the first end wall, fixedly connected to the first end wall and the second end A first side wall between the walls, and a second side wall fixedly connected between the first end wall and the second end wall;

   The second side wall is parallel and opposite to the first side wall, and an accommodating space for installing the first frame is formed between the first side wall and the second side wall;

   The first frame is installed on the first side wall and the second side wall.
6. The system according to claim 5, wherein the first side wall includes a plurality of first columns spaced apart in the horizontal direction, and a plurality of spaced along the vertical direction and fixed to the first columns A connected first beam, one end of the first beam is connected to the first end wall, and the other end is connected to the second end wall;

   The second side wall includes a second upright column one-to-one opposite to the first upright column, and a second crossbeam one-to-one opposite to the first crossbeam and fixedly connected to the second upright column One end of the beam is connected to the first end wall, and the other end is connected to the second end wall;

   One end of the first frame is mounted on the first beam, and the other end is mounted on the second beam.
7. The system according to claim 6, wherein the first beam is provided with a plurality of first mounting holes arranged in a vertical direction on a side surface facing the second beam.

   The second crossbeam is provided with a plurality of second mounting holes arranged in a vertical direction on a side surface facing the first crossbeam;

   The first frame is provided with a plurality of third mounting holes corresponding to the plurality of first mounting holes on one side surface facing the first beam, and on the other side surface facing the second beam A plurality of fourth mounting holes corresponding to the plurality of second mounting holes are provided;

   The first frame is fixedly connected to the first beam by first fasteners penetrating the corresponding first mounting holes and the third mounting holes, and is penetrating the corresponding second mounting holes and the first The second fasteners in the four mounting holes are fixedly connected to the second crossbeam.
8. The system according to claim 4, wherein the first weight block is a steel plate, a steel block, or a lead block, and the first weight block is provided with a first fixed through hole;

   The first frame is provided with a first fixing hole corresponding to the first fixing through hole;

   The first weight is fixedly connected to the first frame by a third fastener passing through the first fixing through hole and the first fixing hole.
9. The system according to claim 5, wherein the vehicle body is further provided with a plurality of first reinforcements fixedly connected between the first end wall and the vehicle body, and fixedly connected to the Multiple second reinforcements between the second end wall and the vehicle body;

   A plurality of the first reinforcements are used to enhance the strength of the first end wall; a plurality of the second reinforcements are used to enhance the strength of the second end wall.
10. The system of claim 2, wherein the vehicle body is provided with a first brake trigger device for controlling the action of the first brake system.
11. The system according to claim 10, wherein the first brake triggering device is a travel switch, a lever protruding from the vehicle body, or a handle protruding from the vehicle body.
12. The system according to claim 5, wherein the first end wall is provided with a first through hole, a first threaded hole, and a first T-shaped slot on a surface facing away from the second end wall At least one

    The first connection structure is at least one of a coupler, a second through hole, a second threaded hole, and a second T-shaped groove provided on a surface of the second end wall facing away from the first end wall.
13. The system according to any one of claims 1-12, wherein the test trolley includes:

    An underframe, the underframe is provided with a collision end wall at an end facing the barrier car;

    A second running part, the second running part is installed at the bottom of the bottom frame and can move along the track;

    And a second braking system, which is used to brake the second running unit.
14. The system according to claim 13, wherein the test trolley further comprises a mass adjustment mechanism provided on the chassis, the quality adjustment mechanism is used to adjust the quality of the test trolley.
15. The system of claim 14, wherein the mass adjustment mechanism includes a second weight that is fixedly connected to the chassis.
16. The system according to claim 15, wherein the test trolley further comprises a limit structure provided on the chassis, the limit structure is used to limit the second weight, To hold the second weight block on the chassis.
17. The system according to claim 16, wherein the limit structure includes a plurality of limit posts disposed along the circumferential direction of the second weight.
18. The system according to claim 13, wherein the test trolley is further provided with a reinforcing structure for enhancing the structural strength of the collision end wall.
19. The system of claim 18, wherein the reinforcement structure includes a plurality of third reinforcement members fixedly connected to the collision end wall and the chassis.
20. The system according to claim 13, wherein the test trolley further comprises an installation seat and / or a second connection structure provided on the bottom frame and opposite to the collision end wall, the installation seat And the second connection structure are used to connect the power source device to carry and transmit the driving load of the power source device to drive the test trolley.
21. The system according to claim 20, wherein the mounting base is provided with a mounting plane at an end facing away from the collision end wall;

    When the mounting base and the second connection structure are provided on the chassis, the second connection structure is detachably mounted on the installation plane.
22. The system according to claim 13, wherein a side surface of the collision end wall facing away from the bottom frame is provided with at least one of a third through hole, a third threaded hole, and a third T-shaped slot.
23. The system according to claim 13, wherein the test vehicle further includes a second brake trigger device disposed on the chassis and used to control the operation of the second brake system.
24. The system of claim 23, wherein the second brake triggering device is a travel switch, a lever protruding from the chassis, or a handle protruding from the chassis.
25. The system according to any one of claims 1-12, wherein the power source device is a locomotive, a traction motor system, an air gun or a hydraulic gun.
26. The system according to any one of claims 1-12, further comprising a test and data acquisition device for acquiring collision data and images during a collision test, and a vehicle or test installed on the barrier A synchronous triggering device for the trolley, the synchronous triggering device is used to control the action of the test and data collection equipment while the barrier car collides with the test trolley.
27. The system according to claim 26, wherein the test and data acquisition device is at least one of a high-speed camera, a strain gauge, a grating, and a sensor;

    The synchronous triggering device is a metal dome-type piezoelectric switch or a ribbon switch.
28. A test method for performing a crash test using the crash test system according to any one of claims 1-27, characterized in that it includes:

    Provide rails, barrier cars, test trolleys, and power source equipment, and park the barrier cars on the rails;

    Using the power source device to drive the test vehicle to move along the track toward the barrier vehicle, so that the test vehicle reaches and maintains a predetermined speed;

    The power source device is separated from the test trolley, and the power source device is braked;

    The test vehicle is caused to hit the barrier vehicle at a predetermined speed, and the collision test is ended.
29. A test method for performing a crash test using the crash test system according to claim 26 or 27, characterized in that it includes the following steps:

    Determining the quality of the barrier car and the quality of the test trolley, and separately balancing the barrier car and the test trolley according to the determined quality;

    Determine the impact speed of the test trolley against the barrier vehicle;

    Determine the collision position of the test vehicle and the barrier vehicle on the track;

    Set up synchronous trigger device and test and data collection equipment;

    Setting the barrier vehicle to stop at the collision position;

    The power source device is used to drive the test trolley to move along the track toward the barrier vehicle, and the power source is driven when the distance between the test trolley and the barrier vehicle reaches a predetermined distance The equipment is detached from the test trolley, and the speed of the test trolley when reaching the collision position is the impact speed;

    The test trolley hits the barrier vehicle;

    At the same time when the test trolley hits the barrier vehicle, the synchronous trigger device starts and controls the test and data collection equipment to start to collect collision data during the collision test;

    After the barrier vehicle and the test trolley are stationary, the test is ended.
30. The test method according to claim 29, characterized in that the steps of determining the mass of the barrier vehicle and the mass of the test trolley, and determining the impact speed of the test trolley against the barrier vehicle In the test, the mass of the barrier car, the mass of the test cart, and the impact velocity are determined based on the test piece and the momentum theorem installed on the test cart.

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